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J. THOMSON. ram'rmermzss.

No. 372,993. Patented Nov. 8, 1887.

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(No Model.) TShei'ls-Sheet 2.

, J. THOMSON.

PRINTING PRESS. No. 372,993. Patented Nov. 8, I887.

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J.THOMSON. PRINTING PRESS.

No. 372,993. Patented NOV. 8, 1887.

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(N0 Modelf), 7 Sheets-Sheet 4. J; THOMSON.

PRINTING PRESS.

N0. 372,993.. v Patented Nov. 8, 1887.

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N. FETERS. Photwulncgnphor, Washingwn, D. C

(No Model.) I 7 Sheets-Sheet 5.

J. THOMSON.

PRINTING PRESS.

No. 372,993. Patented Nov. 8,1887.

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J. THOMSON.

PRINTING PRESS.

Patented Nov. 8, 1887.

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J. THOMSON.

PRINTING PRESS.

Patented N 18, 1887-.

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UNITED STATES EEicE.

PATENT JOHN THOMSON, OF BROOKLYN, NEWV YORK, ASSIGNOR TO THE GOLTS PATENT FIRE ARMS MANUFACTURING COMPANY, OF HARTFORD, CON- NEOTIOUT.

PRINTING-PRESS.

SPECIFICATION forming'p art of Letters Patent N 0. 372,993, dated November 8, 1887.

Application .[iled July 23, 1886. Serial No. 208,880.

To all whom it may concern:

Be it known that I, JOHN THoMsoN, a citizen of the United States, residing in the city of Brooklyn, county of Kings, and State of New York, haveinvented certain new and useful Improvements in Printing-Presses,of which the following is a specification.

This invention relates to bed and platen printing-presses of that class in which motion is imparted to the bridge and platen by a pair of cranks and connecting-rods, the bridge and platen having two distinct movementsnamely, a direct sliding action to or from the impression anda vibrating motion whereby the sheets may be laid upon and removed from the platen. Oonsequent upon the action of the cranks are devices for distributing ink, for inking :the form, &c., all of which are of the subjectanatter of this invention, and will be 2 particularly set forth in the following description. 7

In the drawings, Figure 1 is a left-hand side elevation of the complete machine. Fig. 2 is a similar view from the right-hand side thereof. Fig. 3 is a front elevation complete, and

Fig. 4 is a complete top plan view. Fig. 5 is a central transverse section of bridge. Fig. 6 is a front and sideelevation of platen, showing details of tympanclamps. Fig. 7 is a side and end elevation of eccentric adjusting-sleeve. Fig. 8 is a detached longitudinal section through portion of bridge, eccentric adjusting-sleeve, and main connectingrod, showing the improved application of sleeve to bridgeshaft and bridge. Fig. 9 is an edge View and side elevation of crank-wheel. Fig. 10 is an inside view of main gear-wheel, showing the cam formed therein. Fig. 11 is a detail view of apparatus for operating theink-fountain. Fig. 12 is an end view and longitudinal section of small ink-cylinder. Fig. 13 is a similar' detail of large ink-cylinder. Fig. 14 is a detached view of distributingroller box, and Fig. 15 is a detached view of apparatus for opcrating the form-inking rollers.

The first section of my invention relates to the bridge and platen and their component parts. The vibrating motion of the bridge 20 and platen 21, attached thereto, is produced by causing the bridge to roll on a pair of rock- (No model.)

'ers, 22 23, formed as a part of the bridge, and which rest upon a pair of rocker-seats, 24 25, formed as a part of the frame 26. This rolling action of the bridge, as also the direct sliding motion to and from the impression, is controlled by a cam, 27, to be hereinafter termed the bridge-cam, of which the principle involved in its operation is more fully set forth in my patents ofDecember 8, 1885, Nos. 331, 845 and 331,846. The present instance refers toa 6c specific arrangement and application of the device, which consists in forming thecam as a separate part and securing it-by bolts 28 to seats 29 30, formed on the under side of the bridge. The said seats are at right angles to each other, and hence may be produced with uniform accuracy, and they permit attaching the cam very securely to thebridge. Preferably the cam is located in the center of the bridge, as it is thus in a neutral plane with respect to the strains imposed upon the extensions of the bridge by theconueoting-rods and cranks.

The straight section 31, Fig. 5, of the cam is recessed by cutting away the bearing-surfaces, as at 32 and 33, as it is while the camroller is in' this position that theimpression is being made, the bridge being guided by the lugs 34 35; hence the cam and its roller are completely relieved of excessive strain during the time of severe duty.

To permit the described setting of the cam, the strut 36 of the frameis carried outward or offset, as at 37, Fig. 4, the ribs 38 39 being separated at the center to form a slot or recess, between which swings the bridge-cam. To the seats 40 41 are then secured brackets 42 43, as by the bolts 44 and steady pins 45. The brackets are adapted to jointly give bearing to a small shaft, 46, disposed in a direction transverse to. the slot, and on this shaft operates the roller 47, which engages the cam and guides and controls the action of the bridge.

The advantages of thus arranging the several parts are, first, the bridge-cam may be 9 5 readily produced and secured to the bridge, and in event of accident thereto may be duplicated at little expense 'or loss of time; second, the strut maybe maintained in one part,

cast solidwith the side frames and bed; third, rco

ill

the brackets which sustain the cam-roller and its shaft are susceptible of being adjusted to bring the roller in proper relations with respect to the cam, and by simply withdrawing the cam-roller shaft both the bridge and cam may be removed together; and, fourth, the several operations are simple and susceptible of accurate duplication for interchangeable work.

In constructing the working-faces of the rockers 22 23 the usual practiceheretofore has been to form the direct sliding surface 48 by planing off a section of the are of the rockers, thereby producing a chord of the are and a sharp intersection. In the present instance, the direct bearitig'surface is formed tangent of the arc, and hence offers the greatest practical bearing-surface during the transposal of the rolling motion into the direct action. In order to produce this combination by ordinary ma chine operations, the faces of the rockers at the intersection of the tangent and curve are recessed, as at 4.9, thereby giving a clearance to the cutting-tools of lathe and planer, and without materially at'fectingthe extent ofbeat ing-surfacc.

The bridge shaft 50 is secured to its bearing against withdrawal (such tendency being nominally due tothc cramping tendency of the connecting-rods from unequal straining of the machine) by milling or planing a slot, 51, across the shaft, with which slot the stud-bolt 52 is adapted .to engage. By thus forming a slot in the shaft it is not required to forceit in exact lineal register with the stud. The bearingfor the stud is preferably recessed by coring, as at 53, and the stud is threaded at the outer section of the bearing 5i. Its location is preferably in the center and face of the bridge fronting the bed. In this wise the slot in the shaft and bearing for stud are most favorably disposed with respect to the strains imposed on the bridge and its shaft, while, in event of damage to either, the shaft may be readily withdrawn; but during all other conditions it is absolutely keyed against displacement to the limit of the shearing strength of the stud.

The usual mode of securing the adjuster-bar 55 to the bridge has been by the latch 56 and slide 57, the latter being held by the friction of a wedge adapted to operate in a V-groove. This has proved a very unsatisfactory device in practice, as the groove is liable to become smeared with oil and to become glazed by frequent slipping, consequently causing failure in its duty. This defect is obviated by forming teeth in a segment of the bridge, as at 58, and also in the slide, adapted to engage each with the other, the bolt 59 and nut 60 being required only to hold the two series of teeth against accidental displacement, the head of said bolt being engaged by a groove formed in the segment. The teeth on the bridge are preferably formed integral therewith; or they may be cut in a separate part, as 61, secured to the bridge by bosses 62 and screws, as 63.

By loosening the nut 60 the slide may be lifted.

from engagement and set to any desired position on the segment. Also connected to the adjuster-bar are the eccentric impression-adjusting sleeves 6t 65. Ihe duty required of these parts is exceedingly severe, due to a combination of direct and torsional strains.

To edect greater convenience and compactness it is desirablein common practice to have the shanks 66 of the sleeves pass upward between the ends of the bridge and the inner sides of theconnecting-rods, which latterhave their bearing upon the sleeves. Heretofore the shanks and sleeves have been united by a narrow thin segment, the union of the shank extending only partially around the sleeve, and the iron of the bridge back of the shank being entirely removed to permit the said shank to swing back, while the shank itself received no hearing or support directly either from the shaft or the iron surrounding the same. The disadvantages of this is that both the sleeves and the bridge are weakened. This objection is met by forming the sleeves and bridge as best shown in Figs. 7 and 8, in which it appears that the shank is extended entirely around the sleeve in forni of an are from 67 to 68, which are is turned from the center (59 concentric with that of the shaft, while the eccentric portion is produced from the center 70. The face of the bridge is then recessed, as at 70, Fig. 8, to correspond to the circular portion of the shank. \Vhereforc it is apparent the sleeve is not only greatly strengthened, but acts as a bearing between the shaft and bridge to effect the most compact and rigid relations.

In applying the tympan-clamps to the platen, ordinarily it is usual to make each a duplicate of the other in the length of their swing, and also to use asimple single rod bent to required form. In consequence of swinging the frisketframe from a point close to the lower edge of the platen, as from thclug 71, Fig. 6, when the lower clamp, 72, describes an arc of long radius, as dotted line 73, it is difficult to insert the tympan without springing the fi isket-fingers. This fault is obviated by swinging the lower clamp on arms, as 74, of shorter radius than the upper clamp, thereby describing, when raised, the path indicated by dottedline 75, and sufficiently clearing the frisket-fingers to freely admit the tympan-shcets. The upper clamp is formed of two partsan inner,

' 76, and an outer, 77both being swung from the same center, 78. The object of this arrangement is to stretch the tympan very tightly and with uniform tension. This is effected by proceeding as follows: Insert the tympan between the lower edge of platen and lower clamp, as usual. Then bring the two upper clamps, 76 77, forward and insert the tympan, as 79, between them. Next draw back both tympan-clamps as one part to their seat 80 in the platen. The consequence of this is that the tympan is stretched very taut and so maintained. The upper clamps may be. positively secu red to each other by screws, as 81; but the friction developed by the tympan is usually in itself sufficient.

To facilitateinserting and securing the tym pan between the clamps, and also to prevent accident thereto should they become loose and swing forward during the operation of the machine, the arms of the up per clamps are extended downwardbelow their bearings, as at 82, and are beveled on their inner surfaces, 83, to permit the clamps to assume just the position desired, both with respect to each other and to the platen. Of course the lower clamp may be arranged in a manner similar to the upper; but this would not be so convenient, nor is it necessary.

For the purpose of obtaining a high degree of distribution the main inking-cylinder and the small cylinder are caused to partake of reciprocating as well as circular motion. This is effected in the following manner: Thelarge or main ink-cylinder 83 is driven by the secondary gear-wheel 83, said gear-wheel being fixedly secured to the shaft 83. Also secured to the shaft are two feathers, 83, which engage the cylinder through the bearings 84 and 85. Secured to the right-hand carriage-way 86, by two stud-bolts,87,is a drunken cam, .86. The cylinder-shaft 83 extends through this cam, and also has a bearing, 88, in the carriage-way. The throw of the cam equals the desired reciprocating movement of the cylinder, and the said reciprocating movement is transmitted to the cylinder by means of two friction-rollers, 88, secured to the cylinder and traveling therewith. Thus it will be seen that the primary rotation of the gearwheel and shaft also force the cylinder to continuously revolve, and also to partake of reciprocating movement equal to the throw of the cam. The effect of this motion is to cut and cross the ink-lines on the distributingrollers continuously, and also to cntand cross the ink-lines on the form-inking rollers after each passage over the form.

The stud-pins 88", upon which the frictionrollers rotate, are first driven tightly into the cylinder and are afterward finished on their outer surface as a part of the cylinder, thus presenting an unbroken surface for the distribution of the ink. The cam is formed sufticientl y wide to admit two friction-rollers in the manner best shown in Fig. 13, as in this .wise each roller acts to drive the cylinder only in one direction, and each is therefore subjected to but one-half the entire duty required to recip-- rocate the cylinder; but the chief advantage of this construction is that the direction of rotation of the rollers is not changed, but they revolve constantly without being reversed. There is therefore no liability ofthe rollers to grind or flatten. The form of the said friction-rollers is that of the frustum of a cone,.

as shown by dotted outlines 89. The sides of the cam against which the rollers act are also inclined to form the same angle as the rollers,

and by this construction a true rolling contact the slots of the carriageway.

is secured without slip or abrasive action on the cam.

Provision is made for oiling the frictionrollers by boring through the boss at 90, the stud-pins being first bored to intersect, as at 90, before inserting the same in the cylinder. In this wise the parts may be readily lubri cated, and the oil will pass directly to the inner bearing-surfaces of the rollers without smearing.the outer surface of the cylinder.

Provision is made for oiling the sliding bearings and feathers of the large cylinder upon its shaft by boring both ends of the shaft to the required depth, as at 95, and by then boring a similar hole, 96, transversely through the shaft to intersect. cesses 94 and 95 may be filled with oil, which will then flow to the bearings of the cylinder through the smaller oil-holes96. The bearings may thus be oiled without stopping the action of the machine.

If desirable at any time to operate the machine without the reciprocating action of the cylinder, it is simply necessary to withdraw the stud-bolts, when the cam is free to rotate with the shaft. The cylinder will then partake of circular motion only. The small cylinder 91 is also arranged to partake of the reciprocating action by securing to the carriageway the small cam 92, within which operates the friction-roller 93. This cylinder, however, is driven indirectly by the friction of the distributing-roller 94. Preferably the extent of the throw of the two cams just described is different each from the other, and in view of the fact that each cylinder operates at different rates of rotation the two reciprocating motions can never be in unison. The small cam 92 may also be disconnected in a manner similar to that of the large cam, when the small cylinder will rotate without reciprocating action. By thus arranging the cams within the cylinders the press does not require to be made wider, nor is there any loss in effective length of cylinders, nor complication of pants.

The distributing-rollers are mounted in slots 97 in the carriage-ways, as in usual practice, except that the rollers are first mounted in small boxes 98. These boxes areformed from round rods bored to the required size and recessed centrally, as at Fig. 14'. They are first slipped onto the journals of the roller-stocks, when the boxes slide to their proper places in Formed in the manner shown, either end of the boxes may be used, which thus insures a large area of bearing-surface to the thrust-collars 99 of the rollers. V The central slot, 100, of the carriageway is preferably formed in such manner and position that a light metallic roller, 101, may be there inserted to bear equally upon the upper'aud lower distributing-rollers only, and as the upper distributing-roller is required to drive the small cylinder, the said roller 101 thereby acts to assist this action, which is of controlling advantage, in that the duty ordina- In this wise the re- IIO rily required of the upper composition-roller is exceedingly severe.

On the periphery of the cra11k-wheel 102 is formed a cam, 103, the function of which is to drive the apparatus which operates the inkfountain. The ratchet'lever 104 is acted upon directly by the said cam.

The pawl 105 (which operates the ink-fountain roller 106 through the ratchet-wheel 107) is secured to the bell-crank 108 by pivot 109. An extension of the bell-crank, 110, engages the ratchet-lever by means of the stud and roller 111 and 112. Another extension, 113, engages the bolt 114, the latter secured to and acting as a part of the vibrator-frame 115. It will thus be seen that each complete revolution of the crank-wheel will first permit the ratchet-lever to drop, which will next be carried outward by the action of the cam, which action will force the ratchet-wheel and with it the iuk-fountain cylinder a portion of one rotation, and at or nearly at the termination of this motion will impinge upon the bolt projecting from the vibrator i'rame and force it with the composition duct or roller upward against the main inlocylinder. The reverse action of the vibrator-frame is eiiected by the vibrator-spring 116, which is secured to the projecting arm 117, and to the outside body of the press by the screw 118. The advantages of this arrangement are, first, the pawl is operated from the center of motion ofthe ratchetwhecl; second, to stop the motion of the inkfountain and cylinder, it is simply necessary to swing the pawl over until it rests on the other side of the ratchet-wheel; third, when the fountain is removed for cleaning up the pawl and bell-crank, being mounted thereon, are removed therewith, and they may be used to rotate the cylinder manually during the cleaning process.

The cam-levcr 118 is journaled to the frame on a heavy supporting-mace, 119. The upper extension of said cam-lever carries a stud pin, 120, on which acts a friction-roller, 121, which latter is adapted to act in the cam 122, formed in the large gear-wheel 123. The lower extension of the cam-lever is connected to the hook-connection 124 by a journal-pin, 125, and the said hook-connection engages the rocker-shaft 126 by means of the rockenshaft pin 127, on which is mounted a friction-roller, 128. The hook-disconnecting lever 129 also carries a friction-roller, 130; hence the face of the hook-connection at 131 and the halfbearing 132, which engages the rocker-shaft roller, are not worn rapidly, as in previous practice, where these parts have been connected by a simple pin and shoe. It should be borne in mind that a slight degree of lost motion at this part of the action is multiplied to the carriage and rollers. The rod 133 operates the disconnecting-lever to disengage the hook-connectionfrom the roeker-shaft. The hook-connection is formed with two notches, 134, slightly out of the line of direct strain between the bearing-points at the cam-lever and rocker-shaft pin. The object of this is to make the hook-connection the weakest part of the entire action; hence,in event of accidental interference with the carriage, this part will break at the notches and relieve the remainder of the action. This part is thus selected because of its being the cheapest and most readily replaced.

To the rocker-shaft are connected the rollerarms 134", roller-arm connections 135, and carriages 136. (the latter having the form-inking rollers 137 and the counter-weight 138 is also directly attached to said rocker-shaft. The function of the counter-weight is to maintain the carriage and rollers upon the cylinders when the hook-connection is disengaged, and to also act to balance the motion of the carriage during the downward run and return. In the present instance the counterweight is so located upon the rocker-shaft that when the carriage is upon the cylinders it acts with nearly its entire weight upon the carriage, as indicated by center line, 139, of Fig. 15, in which 140 represents the mass of the carriage and rollers; but when the carriage is at the termination of its down movement, 141, the counter-weight will then be nearly in the vertical plane, as indicated by center line, 142, and consequently its weight will be absorbed by the rocker-shaft and will have lost the bulk of its effect upon the carriage, which latter will thus run down by its own excess of weight, but limited by the speed of the cam. The consequence ofthis combination-namely, the counterweight first acting at best advantage against the carriage, the carriage then exactly balancing, and next exceeding the counter-weightis to cause the friction-roller to change its direction of revolution very gradually under slight pressure and before the termination of the motion.' Therefore when the roller reaches the limiting center of the cam, as at 143, and is acted upon to reverse and force the carriage upward, the roller will already be rotating in the proper direction and will be subjected only to increase of pressare.

The thin extension or web 143 of the counter-weight is for the purpose of preventing any foreign obstruction from engaging between the counter-weight and its recess under the main shaft of bed when it is in the position shown in the full lines of the figures. In other words, itis a guard against accident. The cam which operates the carriage action is furthermore relieved from excessive duty by forming it to swing the cam-lever from each point of rest to the desired maximum velocity with a constant acceleration, and from the maximum to the reversing or stopping point with a constant diminution of motion, but to maintain'the said maximum speed with practical uniformity. The object sought is to transmit these conditions of operation to the carriage, first, to put it into motion quietly and easily; second, to

roll all parts of the form with uniform velocity, and, third, to bring the parts in motion with equal ease to rest.

I claim 1. The bridge-cam attached to the center of the bridge and moving therewith, in combination with the bridge and strut of the frame and a roller mounted iii-brackets sustained by the strut and guiding the bridge-cam,substantially as specified.

2. The bridge cam constructed to control the rolling and direct sliding action of the bridge, having its straight section 31 recessed,as at 32 33, whereby to relieve the cam of strain during the time of impression.

3. In combination, the bridge, bridge-cam, strut, and brackets, as 42 43, secured to the strut and adapted to give bearing to the shaft and roller which engage the said cam, substantially as specified.

4. The combination',with the bridge,bridgeshaft, and connecting-rod, of an eccentric adjusting sleeve having the shank extended around the shaft in the arc of a circle,as 67 68, the said extension of the shank being adapted to a bearing formed in the end of said bridge, substantially as and for the purpose specified.

5. The combination, with the p1aten,of a tympan-clamp formed of two like parts, one operating over the other and both being swung from the same center, whereby the tympan 1s first secured between the clamps and both c1amps,with the tympan thus confined, forced to their seat for the purpose of stretching said tympan, as specified. v

6. The combination, with a rotating shaft and a drunken cam having inclined bearingsurfaces, of arotating and reciprocating cylinder mounted thereon and conical friction-rollcrs carried by the cylinder, each engaging one of the inclined bearingsurfaces of the cam, whereby each roller acts to move the cylinder alternately, but without reversing their direction of rotation, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

J OHN THOMSON.

Witnesses: I

WILLIAM THoMsoN, M. J. GRONIN. 

